Apparatus for governing the speed of railway cars or trains.



C. H. LAY.

APPARATUS FOR GOVERNING THE SPEED OF RAILWAY CARS 0R TRAINS.

APPLICATION FILED 00120, 1913.

1 ,1 97,747. Patented Sept. 12, 1916.

4 SHEETSSHEET l.

FIG. 1

"'DIUII C. H. LAY.

APPARATUS FOR GOVERMNG THE SPEED OF RAILWAY CARS 0R TRAINS.

APPHCATION FILED OCT. 20; 1913.

1 1 97 ,747 Patented Sept. 12, 1916.

4 SHEETSSHEET 2.

WITNESSES C. H. LAY.

APPARATUS FOR GOVERNING THE SPEED OF RAILWAY CARS 0R TRAINS.

APPLICATION FHLED OCT. 20, 1913.

1,197,747. Patented Sept. 12,1916.

4 SHEETSSHEET 3.

C. H. LAY.

APPARATUS FOR GOVERNING THE SPEED OF RAI LWAY CARS 0R TRAINS.

APPLICATION FILED OCT. 20, l9l3.

1,197,747. PatentedSept. 12,1916.

4 SHEETS-SHEET 4.

AI m :1 /2 Mair-Z4 &3 4.72: :i? Q L UNITED STATES PATENT OFFICE.

CHARLES H. LAY, F BROOKLYN, NEW YORK, ASSIGNOR TO THE UNION SWITCH &

SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYL- VAN IA.

APPARATUS FOR GOVERNING THE SPEED OF RAILWAY CABS OR TRAINS.

Specification of Letters Patent.

Patented Sept. 12, 1916.

Application filed October 20, 1913. Serial No. 796,236.

. To all whom it may concern Be it known that I, CHARLES H. LAY, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of 'New York, have invented certain new and useful Improvements in Apparatus for Governing the Speed of Railway Cars or Trains, of which the following is a specification.

My invention relates to railway signaling, and particularly to signaling for governing the speed of railway cars or trains.

I will describe several forms of apparatus and circuits embodying my invention, and will then point out the novel features thereof in the claims.

In the accompanying drawings, Figure l is a diagrammatic view showing one form of signaling system embodying my inven;

tion. Fig. 2 is a diagrammatic view showing a modification of the signaling system shown in Fig. 1. Fig. 3 is a view showing a slow-acting circuit controller which is illustrated diagrammatically in the preceding views, the parts being in the positions corresponding to the deenergized condition of the device; and Fig. 4 is a view similar to Fig. 3 but showing the parts in the positions they occupy after the device is energized and has completed a movement.

Similar reference characters refer to similar parts in each of the several views.

Referring particularly to Fig. 1, R and R designate the track rails of a stretch of railway track over which trafiic normally moves in the direction indicated by the arrow. This stretch is divided into blocks by any suitable means, the means as here shown being insulated joints in both of the lines of rails. I have in the drawing shown only the first four blocks AB, BC, C-D and DE of a system embodying my invention,

but it is understood that in practice the system will usually be continued through a number of succeeding blocks.

I will assume that because of congestion of traffic, down grade, or for other reasons,

- it is desirable thatthe speed of cars or trains passing through the blocks AB, B-C, etc., should be at or below a predetermined value, that is, that at leasta predetermined period of time should be consumed by a car or train in passing from A to B, B to C, etc. One feature of my invention is the provision of means for insuring that such predetermined speed limits'shall be obeyed.

Each block is provided with a. closed track circuit comprising as usual a source of current and a track relay T, T, T T, or T; as here shown, the sources of current for these track circuits-are secondaries 33 of transformers H, H, etc., whose primaries are energized from power wires 35 extending along the trackway and to which alternating signaling current is supplied by a generator G. Each transformer H, H, etc., 1s also provided with another secondary 34 for purposes which will appear hereinafter.

' Located adjacent the entrance end .of'each block is a railway signal S, S S or S, each of which is adapted to indicate stop or proceed; as here shown, these signals are of the semaphore type, but it is understood that any other type of signal adapted to give such indications may equally well be used. In the drawing I have shown adjacent each signal an automatic stop P, P, etc., which, when in the operative position, is adapted to co-act with a suitable device on a train tostop the train. These stops are, however, not an essential part of my invent1on and they may be omitted, if desired. These stops are shown diagrammatically; they may be operated by power in any desired form, and are controlled by the electrical circuits shown. It is understood that when the controlling circuit is deenergized, the stop occupies its operative position, and when the controlling circuit is energized, the stop occupies its inoperative position. Each signal S and S is normally controlled by the track relay or relays for, one or more blocks in advance of the signal, and also by the track relay for a block 111 the rear of the signal. For example, signal S is controlled by the following circuit :from secondary 34 of transformer H through wire 36, contact 37 of track relay T wires' 38 and 39, contact 40 of track relay T, wires 41 and 42, contact 43 of track relay T ,.wire 44, signal S, wire 45 and common wire 0 to secondary 34 of transformer H It will be seen that this circuit is closed only when track relays T, T and T are all closed.- The circuit for stop P is the same as that for signal S except that it does not include the contact of relay T the circuit being the same as just traced up to and including wire 41 then through wire 71, stop P wires 72 and 45 to common wire 0. The circuit for signal S is similarto that for signal S and is controlled by track relays T and T and by track relay-T for the block in advance of block D-E, The circuit for stop P is the same as that for signal S except that it is not controlled by relay T .Signal S is controlled only by track relays T and T for the blocks immediately in advance of the signal, the circuit being from secondary 34 of trans former H through wire 46, contact 47 of track-relay T, wire 48, contact 49 of track relay T, wire 50, signal S wire 51, common wire 0 to secondary 34 of transformer H. The circuit for stop is the same as that for signal S except that it does not include the contact of relay T, this circuit being the same as the signal circuit up to and including wire 48, then through wire 69, stop P, wires 70 and 51 to common wire 0. Signal S is provided with a similar circuit which is controlled by track relays T and T for the blocks immediately in advance of the signal. Signals S and S are not controlled by track relays for blocks in the rear of the signals, for the reason that they are the first two signals of the system, and as will hereinafter appear, this control is unnecessary.

The circuit hereinbefore traced for signal S and stop P is rovided with a branch around contact 0 track relay T, which branch is controlled by a contact 53 of a slow-operating circuit controller K illustrated diagrammatically in Fig. l and in detail in Figs. 3 and 4, and hereinafter described. through wire 52, contact 53, wire 54 to wire 41. This circuit controller K includes a motor 20 which is controlled by a lower contact of track relay T, the circuit being from secondary 34 of transformer H through wire 55, contact 56 of track relay T, wire 57 upper point of contact 58 of track relay T, wire 59, resistance 60 and contact 62in multiple, motor 20, wire 61, common wire 0 to secondary 34 of transformer H. It will be seen that when block AB is unoccupied this circuit is open and contact 53 of the circuit controller K is open. When, however, track relay T opens, thereby closing contact 56, the motor 20 starts to operate; when the operation of the motor is completed, as hereinafter explained, contact 62 opens, thereby opening the branch around resistance 60 so that while the motor is at rest the current through its windings is cut down to a safe value. When the movement of the slow-operating ortion of the circuit controller is complete contacts 53 and 64 close. The circuit controller is provided with a stick circuit which is closed when the circuit controller has completed its move- This branch is from wire 39 ment and while track relay T is open, this circuit being from secondary 34 of trans former H through wires 46 and 63, contact 64, wire 65, lower point of contact 58 of track relay T, wire 59, resistance 60, motor 20, wire 61, common wire 0 to secondary 34 of transformer H. This stick circuit is closed only while track relay T is open. will be seen from the foregoing that when the circuit controller K has completed a movement, it removes signal S and stop P from the control of track relay T. 'In like manner, signal S is at times removed from the control of track relay T by a slow op crating circuit controller K, which controls a branch around the contact 40 of track relay T? which contact is included in the normal circuit for signal S and stop P The circuit controller K is controlled by track relays T and T in the same manner as circuit controller K is controlled by relays T and T, and circuit controller K is also provided with a stick circuit which is similar to that for controller K. The circuit for signal S and stop P is also provided with a branch around contact 40 of track relay T and around contact 53 of circuit controller K, which branch is controlled by circuit controller K and is from wire 38 throughwire 68, contact 67 of circuit controller K, wire 66 to wire 42. It will be seen that this branch when closed removes signal S and stop P from the control of both track relay T and slow-operating circuit controller K. The circuit for signal S and stop P is similarly provided with a branch around both the contact 40 of track relay T and contact 53 of circuit controller K, which branch is controlled by a contact 67 of slow-operating circuit controller K Referring now to Figs. 3 and 4, the slow-0pcrating circuit controller which I have here shown, comprises a slide bar 10 mounted to reciprocate vertically in suitable guides formed on a back plate 11. Mounted in the back plate 11 is a pair of contact springs 53 which are normally open but which, when the slide bar 10 is at the lower limit ofits stroke, are closed by a finger l2 fixed to the 'slide bar. Although in Figs. 3 and 4 I have shown only one pair of contact springs 53. operated by the finger 12, it is understood that any desired number of such springs may be operated by this finger, and that they may be normally open or normally closed, as desired; the several pairs of springs would usually be directly behind or in front of springs 53, as shown in Figs.

with a gear wheel 15 mounted to rotate on a fixed pivot 15, which gear wheel also meshes with the teeth of a vertically movable rack 16. Rack 16 co-acts in a manner hereinafter explained with another rack 17, which latter is operatively connected with an electric motor 20 through the medium of a pinion 18 meshing with the rack, a gear wheel 19 mounted to rotate with the pinion 18, and a pinion 21 fixed to the motor shaft and meshing with the gear 19. The rack 17 carries a weight 17, and the lower end of this rack is adapted to engage with a foot 16 formed on rack 16. The racks 16 and 17 are constrained to reciprocate in vertical paths by suitable guides which are omitted from the drawings for the sake of clearnes s, and the upward movement of rack 17 is limited by a fixed stop 75. The rack 17 is arranged to control a contact 62 by means of a finger 74 fixed to the weight 17. Contact 62 comprises a pair of contact springs mounted in a fixed support 73 which latter is usually a portion of the casing which incloses the circuit controller. Contact 62 is normally closed as shown in Fig. 3, but is opened by finger 74 as shown in Fig. 4 when the rack 17 reaches the upper. limit of its stroke. This contact 62 is employed as shown in Fig. 1 and hereinbefore explained to open a branch around resistance when the operation of motor 20 is completed. The downward movement of slide bar 10 is retarded by an escapement device E, which I will now explain. Meshing with the teeth 14 is a pinion 22 fixed to a shaft 22 journaled in suitable brackets carried by the back plate 11 (which brackets are not shown). Fixed also to the shaft 22 is a ratchet wheel 23 which coacts with a pawl 2% pivoted on a gear wheel 25 which latter is mounted to rotate freely on the shaft 22*. Meshing with the gear wheel 25 is a pinion 27 to which is fixed an escapement wheel 28 the rotation of which is controlled by an escapement pawl 30 which is fixed to a shaft 29 supported in a bracket 31 carried by back plate 11. Fixed also to the shaft 29 is a pendulum 29 which controls the oscillations of the pawl 30.

The operation of the circuit controller is as follows: The weight of slide bar 10 is greater than that of rack 16, but less than the combined weight of racks 16 and 17 and weight 17*. \Vhen the motor 20' is deenergized, the parts of the device occupy the resistance 60, so that the current through the motor is sufficient to prevent backward rotation of the motor but is insufficient to do harm. The upward movement of rack 17 releases rack 16 and since the weight of the latter is less than the weight of slide bar 10, this bar begins to move downwardly, driving rack 16 upwardly. This movement of slide bar 10 is in such direction that ratchet wheel 23 co-acts with pawl 24. to drive the escapement wheel 28, so that the movement of the slide bar is retarded by escapement device E and a predetermined period of time elapses before finger l2 operates contact 53. The downward movement of the slide bar is limited by the engagement of a lug or shoulder 12 on the finger 12 with a stop 10 formed on the back plate 11. The parts now occupy the positions in which they are shown in Fig, 4, and they are held in these positions as long as motor 20 continues to be energized. When the motor is deenergized, rack 17 isreleased, and the combined weight of the two racks 16 and 17 and of the weight 17 operates to raise the slide bar 10 into the position shown in Fig. 3. This latter movement of the slide bar is not impeded by the escapement device E because the pawl 24 rides freely over the teeth of the ratchet wheel 23 so the escapement Wheel 28 is not driven. The time required for the slide bar 10 to move from the position shown in Fig. 3 to such position as to operate contact 53 may be varied by varying the vertical location of the finger 12 on the slide bar, and for this purpose the slide bar is provided with a plurality of holes 32 by means of which the finger 12 may be bolted to the bar at various locations. As shown in the drawings, the bolts holding the finger 12 pass through the uppermost holes in the slide bar, so that the device is adjusted for the longest possible time-interval of operation. Since the stop shoulder 12 is integral with the finger 12, the downward movement of the slide bar 10 will be stopped just as contact 53 is closed, re- %t\1I'dleSS of the adjustment of finger 12 on t e slide bar.

The operation of the apparatus shown in Fig. 1 is as follows: If blocks AB and BC are unoccupied, signal S indicates clear, as shown in the drawing. Then when a train moving in the direction of the arrow enters block A-B, it opens trackrelay T thereby causing signal S to change to stop indication and also starting the operation of circuit controller K. This circuit controller is so adjusted that the time required for it to complete its movement is the same as the time which the train should consume in passing through block AB. If the train 'consumes this amount of time or more, the circuit controller will have completed its movement before the train enters block B- C,

- and will therefore have closed the branch around contact 40 of relay T for the circuit of signal S and stop P hence the openin of relay T as the train enters block B(/ will not open the circuit of signal S so this signal continues to indicate proceed (provided blocks GD and D'E are unoccupied) and stop P remains in the inoperative position. The opening of relay T, of course, causes stop P to assume the operative position; it also causes signal S to change to stop indication, and it starts the operation of circuit controller K. Circuit controller K being now closed, its stick circuit is closed through the back contact of relay T; hence this circuit controller remains closed as long as the train occupies block BC. Circuit controller K is so adjusted that the time required for it to make a complete movement is the same as the time which the train should consume in passing. through block B-C, so if the train con-- 89, contact 90 of relay T wire 91, contact 92 sumes this period of time or more, circuit controller K will have closed the branch for signal 8? around the contact of relay T hence when the train opens this relay signal S remains at proceed (provided block DE and the next succeeding block are unoccupied) and stop P remains in the inoperative position. If the train consumes less than the required period of time in passing through block AB, the movement of circuit controller K is not completed when the train enters block B-C; hence the opening of relay T causes signal S to change to stop indication and also causes stop P to move to the operative position. The opening of relay T alSO opens at contact 58 operating circuit of circuit controller K, thereby preventing it from completing its movement. Then if the train consumes less than the required period of time in passing through block B-C it will find signal s at stop and will be automatically brought to a standstill by stop P if it"attempts to pass this signal; but if the train consumes the required period 'of time or more in passing through block BC,'circuit controller K will have completed itsmovement when the train reaches the exit end of the block, so that signal S and stop P will be removed from the control of relay T and circuit controller K, and

this signal will then change to proceed indication and stop will move to inoperative postop and stop P in the operative position.

Signal S will then remain at stop and stop P will remain in the operative position unless the train consumes the required amount of time in passing through block CD.

Referring now to Fig. 2, in the modification here shown each block AB, B'C, etc., is divided into two track sections A-a, o-B; Bb, b-C; etc., each of which track sections is provided with a track circuit comprising the rails, a transformer secondary 33 and a track relay T, T, etc. Located adjacent the entrance end of each block is a signal S 3*, etc., and an automatic stop P, P, etc., exactly as in Fig. 1. In Fig. 2, each signal is controlled by both track relays for the block immediately in advance of the signal, and also by both track relays for the block next in advance of such 1 block; also each signal except the first (signal S is normall controlled by the track relay for the trac section immediately in the rear of the signal. For example, the circuitfor signal 8* is from secondary 34 of transformer H through wire 82, contact 83 of. relay T", wire 84, contact 85 of relay T wire 86, contact 87 of relay T wires 88 and of'relay T, wire 93, signal S wire 96 and common wire 0 to secondary 34 of transto wire 96. The circuits for signal S and stop P are the same as those just traced for signal S and stop P. The circuit for signal S is from secondary 34 of transformer H through wire 97, contact 98 of relay T wire 99, contact 100 of relay T, wire 101, contact 102 of relay T wire 103, contact 104 of relay T, wire 105, signal S, wires 106 and 107, common Wire 0 to secondary of transformer H The circuit for stop P is the same as that just traced as far as and including wire 103, then through wire 108, stop P, wire'109 to wire 107. Thecircuit for signal S is provided with a branch around the contact of relay T which branch is controlled by contact 53 of slow-operating circuit controller K which latter is in turn controlled by a back contact of relay T and a front contact of relay T as in Fig. 1. The

circuit for signal S is also provided with a branch around both the contact of relay 'I"* and the contact 53 of circuit controller K, which branch is controlled by contact 67 of slow-operating circuit controller K, the latter being controlled by a back contact of relay T and a front contact of relay T.

The operation of the apparatus shown in Fig. .2 is as follows: If blocks A-B and BC are unoccupied, signal S indicates clear as-shown in the drawing. Then when a train moving in the direction of the arrow enters block AB, it opens track relay T thereby causing signal S to change to stop and also starting the operation of slow-operating circuit controller K. This circuit controller is so adjusted that the time required for it to complete its movement is the 45 P the passage through block A-B, hence it same as the time which the train should con- Sume in passing through section Aa. If the time consumed by the train in this section is equal to or more than this value, then when the train opens relay T the circuit controller K will have closed the branch around relay T for signal S so that when the train enters section a-B and opens relay T, it will not affect signal S The opening of relay T, of course, causes stop P to assume the [operative position. Circuit controller K being now closed, its stick circuit is closed so that this circuit controller remains-closed as long as the train occupies sectiOn wB, hence as the train approaches signal S it finds this signal indicating clear, provided that blocks B-C and OD are unoccupied. If, however, the'train. consumes less than the required period of time in passing through section A-a, circuit controller K will not have completed its movement by the time the train enters section a1B; hence the opening of relay T will open the circuit for signal S so that this signal then changes to stop indication and stop P assumes'its op erativeposition. The opening of relay T also opens the operating circuit for circuit controller K thereby preventing the latter from completing its movement. The opening of relay T starts the operation of circuit controller K, which latter is so adjusted that thetime required for its operation is the same as the time which the train should consume in' passing through section 'wB. If the train consumes this amount of time or more, then when it reaches signal S circuit controller K will have completed its movement, thereby removing this signal from the control of relay T and circuit controller K so that this signal changes to clear indicationand stop P assumes its inopera- .tive position so that the train may then proceed into block B'-C. The operation of the apparatus during the passage of the train through block B-C is the same as during need not be traced in detail.

The arrangement of track circuits and apparatus shown in Fig. 2 is particularly adapted for conditions wherein on account of long blocks or for other reasons, it is desirable that a train should control the first signal ahead, instead of the second signal as shown in Fig. 1.

Although I have herein shown and described only certain forms of apparatus and circuits embodying my invention, it is un- I derstood that various changes and modifications may be made therein Within the scope of the appended claims without departing from the spirit and scope of my invention.

, Having thus described my invention, what '31 claim is:

It I 1.- In combination, a plurality of successive track sect-ions of a railway track, track circuits for the sections including track relays, signals for the sections, means for controlling each signal by the track relay for a section in the rear of the signal, and slowoperating means for each signal controlled by the track relays for the two sections in v the rear of the signal for removing the sigsignal.

3. In combination, a plurality of success ve track sections of a railway-track, track circuits for the sections including track relays, slgnals for the sections, means 'for controlling each signal by the track relay for the section in advance of the signal and also by the track relay for the section in the rear of the signal, and slow-operating means for each signal controlled by the track relay for the section in the rear'of the signal for removing the signal from the control of said track relay for the section in the rear of the signal.

4. In combination, a plurality of success ve track sections of a railway track, track circuits for the sections including track relays, signals for the sections, means for controlling each signalby the track relay for a section in the rear of the signal, and slowoperating means for each signal controlled by the track relay for the section in the rear of the signal for removingfthe signal from the control of said track relay for the section in the rear of the signal.

5. In combination, a plurality of successive track sections of a railway track, track circuits for the sections including track relays, signals for the sections, means for controlling each signal by the track relay for a section in the rear of the signal, means for each signal and controlled by the track relays for the two sections in the rear of the signal for removing the signal from the control of the said track relay for the section in the rear of the signal, and means for each signal and controlled by the track relay for the section in-the rear of the signal for removing said signal from the control of the last-mentionedmeans and also from the conof the signal.

6. In combination, a plurality of successive blocks of a railway track each block cbmprising two track sections, track circuits for the sections including track relays, signals for the blocks, means for controlling each signal by the track relay for the section in the rear of the signal, and means for each signal and controlled by both track relays for the block in the rear of the signal for removing the signal from the control of said track relay for the section in the rear of the signal.

7. In combination, a pluralityqof successive blocks of a railway track each block comprising two track sections, track circuits for the sections including traclr relays, signals for the blocks, means-for controlling each signal by the track relay for the section in the'rear'of the signal, means for each signal and controlled by the track relays for the block in the rear of the signal for removing the signal from the control of said track relay for the sectionin the rear of the signal, and other means for each signal and controlledby the track relay for the section in the rear of the signal for removing the signal from the control of said last-mentioned means and from the control of the track relay for the section in the rear of the signal. l

8. In combination, three successive track sections of a railway track, track circuits for the sections including track relays a signal adjacent the entrance end of the third section, a circuit for said signal controlled by the track relays for the second and third sections, and means controlled by the track relay for the first section for removing said signal from the control-of the track relay for the second section. Y I

9. In combination, three successive track.

sections of a railway track, track circuits for the sections including track relays, a signal adjacent the entrance end of the third section, a circuit for said signal controlled by the track relays for the second and third sections, and means controlled by the track relay for the first section for removing said signal from the control of the track relay for the second section, and means controlled by the track relay for the second section for removing said signalv from the control of the first-mentioned controlling means and also from the control of the track'relay for the second section;

10. In combination, three successive track sections of a railway track, track circuits for the sections including track relays, a

11. In combination, three successive track sections of a railway track, track circuits for the sections including track relays, a signal a to adjacent the entrance end of the third section, means for controlling said signal by the track relays for the second and third sections, slow-operating means controlled by adjacent the entrance end of the third sec tion, means for controlling said signal by the track relays for the second and third sections, a slow-operating device for removing said signal from the control of the track relay for the second section, and a circuit for said device controlled by the track relay for the first section so that the device is started when'a train enters the first section.

sections of a railway track, track circuits for the sections including track relays, a signal adjacent the entrance end of the third section, means for controlling said signal by the track relays for the second and third sections, a slow-operating device forremoving said signal from the control of the track relay for the second section, and a circuit for said device controlled by the track relay for the first section so that the device is started when a train enters the first section, a sec ond slow-operating device for removing the signal from the control of the first device.

13. In combination, three successive track v90 and from the control of the track circuit for I the second section, and a circuit for said second slow-operating device controlled by the track relay for the second section so that the device is started when a train enters'the second section.

14. In combination, three successive track sections of a' railway track, track circuits r forthe sections including track relays, a signal adjacent the entrance'end of the third section, a circuit for said signal controlled by contacts of the track relays for the second and third sections, a branch around the contact of the track relay for the second section, a slow-operating device for controlling said branch,*a circuit for 'said device controlled by the track relay for the first secthe track relay for the second section and also around the first branch, a second slowoperating device for controlling said second" branch, and a circuit for said second device section. I v a 15. In combination, two successive track sections of a railway, track circuits for the.

sections including track relays, a signal ad- 125' controlledby the, track relayzfor' the second y I tion, a second branch around the contact of a 50 section, and means controlled by the relay for the first section for. setting said device slow-operatin jacent the exit end of the second section, a

circuit for said signal and controlled by a contact of the relay for the second section,

a branch around said relay contact, a 'slowoperating device having a contact included in said branch, a circuit for said slow-operating device and controlled by the relays for both sections, and a stick circuit for said device and controlled by a contact of the de- .vice and by the relay for the second section.

17. In combination, two successive track sections of a railway, track circuits for-the sections including track relays, a signal adjacent the exit end of the second section, a circuit for said signal and controlled by a contact of the relay for the second section, a branch around said relay contact, a slowoperating device having a contact included in said branch, a circuit for said slow-operating device and controlled by the relays for both sections, a'second branch for said signal circuit around both the contact of the relay for the second section and the contact of the said slow-operating device, a second device having a contact included in sai second branch,'and a circuit for controlling said second device and controlled by the relay for the second section.

18. In combination, two successive track sections of a railway, track circuits for the sections including-track relays, a signal adjacent the exit end of the second section, means for'controlling said signal by the relay for the second section, a slow-operating device for removing said signal from control of said relay for the second section, the

I time required for operation of the device being the same as thetime which a train should consumein passing through thefirst into operation when a train enters the first section.

19. In combination, two successive track sections of a railway, track circuits for the "sections including track relays, a signal adjacent the exit end of the second section,

device for removing said means for 'controlling said signal by the relay for the second section, a slow-operating signal from control of said relay for the second section, the

, time required for operation ofthe device being the same as the, time which a train should consume in passing through the first the track relays of both track relays,

section, and means controlled by the relay for the first section for setting said device into operation when a train enters the first section, a second slow-operating device for removing said signal from' the control of the relay for thesecond section and from the ontrol of said first slow-operating device, the-time required for operation of the second device being the sameas the time which a train should consume in passing through the second section, and means controlled by the relay for the second section for setting said second device into operation when a trainv enters the second section.

20. In combination, a section of a railway track, a track circuit for the section includ ing a track relay, a signal adjacent the exit end of the section, means for controlling the" signal by the relay for the section, a slowoperating device, the time required for'operation of said device being the same as the time which atrain should consume in passing through the section, means controlled by said relay for setting said device into operation when a train enters the section, and means controlled by said device upon the completion of the operation thereofrfor re} moving said signal from control by said track relay.

21. In combination, two successive track sections of a railway track, track circuits for the sections including track relays, a signal adjacent the entrance end of the second section, a circuit forsaid signal controlled by sections, a branch around the contact of the track relay of the first section, a slow-operating device for controlling said branch, and a circuit for said device controlled by said track relay of the first section so that the device is set into operation when a train enters said first section.

w 22. In combination, a plurality of successive tracli sections of a railway track, track circuits for the sections including signals for the sections, means for controlling each signal by the track relay for a section in advance of the signal and by the track relay for a section in the rear of the signal, slow-operating means for each signal for removing the signal from the control of the track relay for the section in the rear of the signal, and means for controlling said time-controlled means by said track relay for the section in the rear of the signal.

23. In combination, a plurality of successive sections of a railway track, track circuits including track relays for the sections, automatic stops for the sections, means for controlling each stop by the track relay fora section 1n the rear of the stop, and slowoperating means for each stop set into operationv by a track relay in the rear of the stop for removing the stop from control by 25 j said stop from control b automatic stop adjacent the exit end 0% the .7

second section, means for. controlling said the track relay for the said section in the rear upon completion of the operation of the slow-operating means.

24. In combination, two successive sections of a railway track, track circuits in-- cluding track relays for the sections an stop by the track relay for the second section, and slow-acting means controlledby end of the section, a circuit for said signal" moving said stop'from control by the track the track'relay for the first section for rerelay for the second section.

' 25, In combination, two successive sec-" tions of a railwa track, track circuits in-:

eluding track re ays for the sections an automatic stop adjacent theexit end of the Y secondsection, means for controlling said f stop by the track relay for the second secfl tion, and slow-actin 'Ineans controlled by the track relay for t e first section for removing said stop from control by the't rack relay or the second section, and a second slow-acting means controlled by the track relay for the second. section for removing p 7 the track relay for the second-section an the first mentioned slow-acting means.

26. In combination, asection of railwa track, a track circuit for said section inclu inga track relay, an automatic stop ad y from control by jacent the exit end of said section, means for controlling said stop by the track relay for the section, and slow-acting means set into operation by said relay for removing said stop from control by said relay, upon completion of the operation of the slowacting means.

27. In combination, a section of railway track, a track circuit for the section includinga track relay, a signal adjacent the exit controlled by said track relay, a branch for said circuit around the track relay contact a slow-operating device for closing said relay for setting said device into operation. 28. In combination,- a section of railway track, a track circuit for the section includ ing a track relay, an automatic stop adjacent the exit end of said section, a circuit for said sto controlled by said track relay, a branch for said. circuit around the track relay contact, and a slow-acting device set i into operation by'said track relay for clos-v in% said branch.

n testimony whereof I aifix my signature in presence of two Witnesses.

W UHARLES'H. LAY.

.' Witnesses:

' HENRY S. Yonn'e,

WARD SLAWSON.

7 v branch, and means controlled by said track 

